Movement-controlling mechanism for power-driven vehicles.



I. CULTON.

MOVEMENT CONTROLLING MECHANISM FOR POWER DRIVEN VEHICLES.

APPLICATION FILED IULYZO 1915.

1,241,711. 1 Patented 0612,1917.

5 SHEETS-SHEET 1.

W1 TNESSES:

IN VEN TOR.

as CUL. To/v.

I. CULTON. MOVEMENT CONTROLLING MECHANISM FOR POWER DRIVEN VEHICLES.

APPLICATION FILED IULIYZO. I9I5. 1,241,711. I Patented 0012,1917.

5 SHEETS-SHEET 2.

WITNESSES: ,j4

I INVENTOR. M JAMES 001. TON

v BY \wu I J ORNEY.

J. CULTON.

MOVEMENT CONTROLLING MECHANISM FOR POWER DRlVENVEHICLES.

APPLICATION FILED JULY 20. 1915.

1,241,71 1. Patented Oct. 2,1911.

' 5 SHEE TSSHEET 3.

{I f I 54 V I N VEN TOR. J MES CuL TO/V.

1. CULTON.

MOVEMENT CONTROLUNG MECHAMSM FOR POWER DRIVEN VEH\CLES.

APPHCATION HLED JULY2( J.1915.

1,241,711. Patented Oct. 2,1917.

1 EL 7 7 WITNESSES: IN VENTOR. Zfil JAMES CULTON.

LCULTON. MOVEMENT CONTROLLING MECHANISM FOR POWER DRIVEN VEHICLES.

7 APPLICATION FILED JULY 20. 1915. I 1,241,71 1. I Patented 00. 2,1917.

5 SHEETSSHEET 5.

III

WITNESSES: 1N VENTOR.

JAMES CULTON, OF DENVER, COLORADO.

MOVEMENT-CONTROLLING MECHANISM FOR POWER-DRIVEN VEHICLES.

Specification of Letters Patent.

Patented Oct. 2, 191 '7.

Application filed July 20, 1915. Serial No; 40,898.

To all whom it may camera:

Be it known that I, JAMES CU'UION, citizen of the United States,residing at Denver, in the county of Denver and State of Colorado, haveinvented certain new and useful Improvements in Movement-ControllingMechanism for Power-Driven Vehicles, of which the following is aspecification.

My invention relates to mechanism for automatically controlling themovement of power driven vehicles,

1 more particularly to improvements in a sysby which tem of'thecharacter shown and described in my application for Patent No.795,046, filed October 14, 1913, in which elements respectivelypositioned adjacent a railway track and carried'on a power drivenvehicle moving on said track, cooperate to automatically stop thevehicle by action upon the propelling and brake mechanisms of the same.

The primary object of the present invention is to provide in a systemof. the character described, means which operateto reduce the airpressure in the brake system of a locomotive or other power drivenvehicle, gradually, thereby effecting a slowapplication of the brakesuntil the vehicle is brought to a stop. v

Accidents and damage to the rolling stock likely to occur when thevehicle is brought -to asudden stop are thus averted and in case thecontrol of the locomotive ceases to be dependent on human agency, themotion of the vehicle when approaching a point of danger will beautomaticallyarrested in the same practical manner as though the vehiclewere controlled by a careful and able engineer.

Principal among the cooperative means this object is accomplished are aseries of obstructive devices positioned along the track, an elementmounted on the vehicle to control the automatic operation of thepropelling and brake mechanisms of the same, and an operating mediumintermediately of element for translating its contact with the one intoeffective operations of the other. Key-- controlled means are providedto place the operating medium of either an effective orinefiectivecondition and a register cooperatively associated with themeand it appertainsthe track devices and the controller dium recordsautomatically the'periods during which it is in an effective conditionand the points of time at which it produces by contact with the trackdevices, certain determinate actions of the controller element. Anotherobject of my invention is to provide in cooperative connection withparts of the system for controlling the movement of the vehicle by theinfluence of the track de vices, a governor which produces an effectupon the movement controlling mechanism of the vehicle similar to thathereinbefore described, when the speed of the latter exceeds apredetermined limit. In connection with the elements which automaticallycontrol the movement of the vehicle, is provided an indicator fordenoting by visual or audible signals, the different actions that takeplace in the operation of the system.

Further objects of my invention will fully appear in the course of thefollowing description in which reference is had to the accompanyingdrawings in which the different elements included in my improved systemare shown in their preferred form and in cooperative relation to eachother and the vehicle to which they are applied.

In. the drawings in the various views of which like parts are similarlydesignated,

Figure 1 is a side elevation of a locomotive to which my invention isapplied,

Fig. 2, an end view of the same.

Fig. 3, an enlarged, partially sectional view of the controller elementcarried on the vehicle, r

Fig. 4, a section taken along the line H, Fig. 3 drawn to an enlargedscale,

Fig. 5 an enlarged sectional view of the movable member of thecontroller element shown in Fig. 3,

Fig. 6, a view similar to Fig. 5, showing the member in its eflectivecondition.

Fig. '7, a partially sectional view of the indicator which denotes thedifferent actions that take' system,

.Fig. 8, a section taken along the line 88, Fig. 5,

Fig. 5, i p

- Fig. 10, a section taken along the line 10-10, Fig. 9, looking in thedirection of the arrow drawn across said line,

Fig. 9, a section. along the *line 9-9, a

place in the operation of the I 'Fig. 11, a'side elevation of a railroadtrack showing the relative positions of the. devices which eflectthe'operation of the controller element on a vehicle moving along' thetrack,

Fig. 12, an enlarged fragmentary view of the working end of the pencilholder included in the re 'ster of the movable member of the contro lerelement,

Fig. 13, a longitudinal section of one of the' cylinders included "inthe indicator shown in Fig. 7, drawn to an enlarged scale, i v

Fig. 14, an elevation of the governor included in the System inassociation with a diagrammatic representation .of the system of pipeconnections and, valves with which it troller element on the vehicle bycontact: h an operating'medium which acts in ediately. l

cooperates, and v Fig. 15, a section taken along the line 15*15, Fig. 3.

Referring more specifically to the drawings, the reference numeral 2designates a railroad track alongside of which are positioned at regulardistances apart, the devices 8 =which efi'ect the operationof the con-The specifiecons'tructiono f the track'deaof vices has'beenfully shownand described in my copending application for Patent No. 40,8991it beingsuflicient for the purposes of the present description to state thatthey each include a curved rail 1 which when en- 'gaged by a contactmember of the operating v medium, compels the same to ride to anelethe-direction in which vation determined. by its apex and to therebyeflect an operative movementof the part of the medium which is inoperative connection with the controller element hereinafter to bedescribed Myf systcm for the automatic control. of

the niovement of avehicle moving alon a railroad track 1s ofparticularvalue in .0-

called block systems to prevent the vehicle from passing by inadvertenceor disability of its driver, a track signal set at danger.

The series of devices are in a system of this character, positioned atregular in tervals forward of the point at which the semaphore 5 islocated, with relation to'the move along the track.

. The track'devices may be operatively connected with the semaphorewhereby they are placed in an effective condition only when thesemaphore is set at danger as will appear -in the copending applicationfor patent hereinbefore referred to.

predetermined directionf'in which vehicles The controller element of thesystem of 1 cooperative appliances which is carried on thelocomotiveshown in Fig. 1, comprises a body member 6 upon which thedifferent controlling .devices are mounted, and a movable member 7 whichforms part of the pperating medium hereinbefore referred to.

The member 7 is vertically slidably mounted in a guide-way 8 of the bodymember and it is at its lower end pivotally connected with a lever 9which constitutes the other part of the operating medium.

. The lever is fulcrumed atone side of the point at which it ispivotally connected with the member 7, in a .bearing on the vehicle, asat 10, and it carries at the opposite side of the'same, a contact memberof suitable construction such as the wheel 12 shown in the drawings, toengage with the treads of the rails at of the track devices 3.

.The lever has adjacent the .point' at which" fitted in the guide way 8and which is provided'at opposite sides with ribs'16 slidably disposedin grooves 17 in the sides of the guide way.

The case is divided by means of a horizontal partition 18 into twocompartments 19 and 20, the lower one of which contains thekey-controlled parts which during the operative movement of the member7, engage controlling devices on the body member 6.

The 'parts above mentioned consist of a pair of alined slidably mountedbolts 21 and 22 which normally are positioned within thecompartment 19as shown in Fig. 5, and which by the operation of a suitable lockmechanism may be laterally projected from the member as illustratediii-Fig. 6.

The bolts are with. this purpose in view, provided with racks 23 whichmesh with an interposed pinion 24; on a rotary barrel 25 which isadapted to receive a key 26 inserted through a, hole in the front of thecase.

To lock the bolts in either their projecting or retracted positions, apair of pivoted, spring held slotted tumblers 27 are provided. vThesetumblers are as best shown in Fig.10 of the drawings, provided withregistering triangular openings 28 disposed through the barrel 25, andthey have at the ends of their longitudinal slots 29, notches 't0.receive. the end of the key protruding I 30 to receive pins 31projecting rearwardly The flow of air through the channel 38 is from thebolts 21 and 22. controlled by means of two normally closed When byrotation of the barrel by means of valves 44 and 45 located respectivelyat a a key inserted in a hole in thefront of the point between thebranches 36 and 37 which case, the bolts are moved to either theirproconnect with the reservoir and the sand box, 70 trudingor retractedposition, the tumblers and at a point between the last-mentioned areiirst of all moved about their pivots 32 branch and that which connectswith the against the retaining action of their springs throttleoperating appliance. 33 by the engagement of the end of the key Thestems of these valves are each prowith the sides of the triangularopenings 28. vided with oppositely projecting arms 46 75 The pivotalmovement of the tumblers and 47 one of which extends normally inseparates the notches 30 from the respective the path of thebolt 21 onthe operating pins 31 on the bolts and permits the latte-1" medium.

to travel through the slots 29 of the tumblers Each of the valve stemshas furthermore,

until they reach the opposite ends thereof exteriorly of the body-member6, a cam 155 so when they will enter the notches at the said providedwith two flat faces which by enends and thereby lock the bolts in theiradgagement with a spring 156 retains the rej ustable position. spectivevalve in its adjusted position.

In this connection I desire it understood The body member of thecontroller clef-1 that the lock above described, merely illusment isprovided at the opposite side of its 85 trates a convenient method ofadjusting the guide-way with a system of devices for the bolts andlocking them in their adjusted pogradual reduction of the pressure inthe consitions, and that any suitable locking mechaduits of the airbrake system of the loconism controlled by either a key or a dial,motive, one of which has been designated -in may be employed within thespirit of my the drawings by the numeral 48. 90

' invention. I The pressure reducing system comprises a The bolts 21 and22 carry at their exseries of pressure regulating units placed in'tl'einities downwardly extending arms 34 vertical succession to beoperated succes- (which serve to hold the controlling devices sively bymeans of the projecting bolt 22 on on the body member in their adjustedposithe sliding member when the latter. is raised 95 tions as willhereinafter be more fully exto different elevations by the contact ofthe plained. wheel 12 on the lever 9 with the series of 'VVhen the boltsare'retracted within the track devices hereinbefore described.

compartment 19 of the slide member 7, the Each of the pressureregulating units opoperating medium of which the said memerates toreduce the pressure of air in the 100 ber forms part is ineffective, orin other air brake system to a predetermined dc Words, the slidingmember of the controller gree of density, so that when the series ofelement canbe moved up and downwardly units are successively actuated bythe acwithout effecting the position of the contion of the operatingmedium, the pressure trolling devices on the body member. in the brakesystem is gradually reduced 105 When the bolts are by means of the keyuntil when the upper one of the units has 26. moved to their projectedposition, the been actuated, the pressure is reduced to operating mediumwill be in its effective the minimum degree required to set thecondition and during its upward movement brakes.

will by contact of the bolts, change the 130- The last-mentioned unit isactuated only 110 sition of the movable controlling devices when in caseof an emergency it is neces- Which extend in their paths. sary toautomatically stop the motion'of the In the upper compartment 20 of thememengine before it reaches a given point on I ber 7 is a register whichrecords the periods the track and the unit will for this reason I duringwhich the operating medium is in be referred to in the following part ofthe/1'15 its effective condition, or in other words, the description asthe emergency unit of the periods during which the bolts 21 and 22series. are in their projected position. The body member 6 of thecontroller ele- The body portion of the controlling element has for theapplication of the pressure ment has at one side of its guide-way inreducing system, a passage 49 preferably which the member 7 has itssliding movedivided into two communicating compartment, a channel 35provided with three ments by'a partition 50. branches 36, 37, and 38which connect-re The chamber is connected at a point 51 spectively witha pipe 39 leading to an air with the conduit 4=8of the air brake system60 reservoir 40 on the vehicle, a pipe 41 which and it is by means ofducts 52 connected at connects with the sand box 42 on the 1000-vertically successive points with valve chammotive, and apipe 43 whichconnects with bers 53 which are formed in the body mem- 'an appliancefor' operating the throttle of ber equidistantly in a line substantiallythe engine .by fluid pressure, which will parallel to the passage l9.

as hereinafter 'be dBSCI '1b 5(l- Each of the prmsure regulating unitswhich in their entirety are designated by sliding member 7.

the numerals 60, 61, 62 and 63, consists as best shown in Fig. 4 of thedrawings, of two coiiperative members one of which is operated by theaction of the sliding member to establish communication between therespective valve chamber 53 and the passage 49, by opening therespective connection 52, and the other one of which acts tosubsequently interrupt the communication between the chamber and thepassage when the pressure of air in the brake system has been reduced toa predetermined limit.

The first-mentioned member consists ofa valve 54 which by engagementwith a seat 55 at an end of the connection 52 between the valve chamber53 and the passage 49, obstructs the flew of air through saidconnection.

The valve is connected with an eccentric 56 on a rocker shaft 57 whichat a point exteriorly of the body member'on which it is rotatablymounted, has two oppositely projecting arms 58 and 59 one of whichextends normally in the path of the bolt 22 on the Cams 155 similar tothose described in connection with the valves 44 and 45, are applied tothe shafts 57 to maintain by contact with springs 156, the valves withwhich the shafts are connected in their adjusted positions.

The other member of the pressure regulating unit, consists of a valve 64which is adapted to close the connection between the chamber 53 and thepassage 49 by engaging a seat 65 at the end of the same opposite to thatengaged by the valve 54. v

The valve 64 is normally held in a position in which it is separatedfrom its seat the air pressure in the passage 49 which 15 in constantcommunication with the conduit 48 of the air brake system, upon a piston66 mounted upon its stem.

The piston is movably. fitted in a cylindrical recess 67 which is formed'n the body member in connection with the passage 49 and which at itsouter end is closed by means of a screw plug 68.

The plug has an axial bore through which the part of the valve stem atthe opposite side of the piston projects into a cap 69 which is screwedupon the puter end of the lug. p A spring 70 coiled around the stem ofthe valve between the piston and a shoulder on the cap, counteracts theair pressure upon the piston within the recess, and its pressure may bevaried by adjustment ofthe cap on the plug.

Whenin the operation of the invention the valve 54 which normally closesthe connection between the passage 49 and the valve chamber 53, is movedto open the said connectionby the contact of the bolt 22 with the arm 58on the shaft 57 whigh projects in its path, the air in the brake system,the pipe 48 of which is in constant communication with the passage 49,is permitted to enter' the valve chamber and to escape through an outlet71 of the same either directly into the 70 atmosphere or into a pipe 72which connects with an indicating device as will hereinafter bedescribed:

The pressure of -the air in the brake system is 1n consequence reduceduntil it is less 75 than the pressure of the spring 70 upon the piston66 when the valve 64 will be moved in engagement with its seat 65 andthereby close the connection between the air brake system and the valvechamber. 30

The springs in the'diiferent'units of the series comprised in thepressure reduction system, are regulated by adi'ustment of the caps-69on the respective p ugs 68, so that the pressure they exert upon therespective '35 pistons, decreases progressively from the unit 60 whichin the operation is firstactuated by the sliding member, to theemergency unit 63 in which the spring pressure is so slight that theconnection between the air- 96 brake system and the chamber is notclosed ment with the arms 46 and 58, will prevent the parts with whichthe latter are 7 connected from being accidentally moved 'from theiradjustedpositions.

The spring in the emergency unit 63 10: serves to prevent the exhaustand consequent waste of air from the brake system after the unit hasbeen operated to bring the engine to a stop.

The positions of the valves 44 and 45 and those of the units of thepressure reducing system are under control of the driver of the vehicleto the extent that afterone or more of the valves or units have beenacted upon by the operating medium, he can re- 1'15v turn'the same totheir normal position from the cab of-the vehicle. The means providedfor thi spurpos'e consist of a pair of bars 7 3 which are slidablyfitted in rooves in the body member 6 of the contro ler element atopposite sides of its guide way and which have pins 74 positioned tostrike the arms 47 of the valves 44 and 45 and the arms 59 of the shafts57 ing blades 80; springs 8l i after't the be simultaneously returned totheir normal positions, it is preferred that the emergency unit shouldnot be placed by these means under the control of the driver, thusrequiring him to leave the cab of the locomotive to restore the valve 54of the emergency unit to its normal position after the engine has beenbrought to a stop by the operation of the system.

The air from the brake system which enters the valve chambers 53 fromthe passage :49 in the operation of the pressure reduction system andwhich escapes past the valve 54 may be utilized ,to operate an indicatorpreferably placed at a point in the cab of the locomotive where it canbe readily observed by the driver. I

An indicator of simple construction has been shown in Fig. 7 of thedrawings, and its connections with the-controlling element and thegovernor hereinafter to be described have been shown in Fig'wfl.

The indicator which in its entirety is designated by the numeral 77,comprises a number of cylinders 78 which by means of the beforementioned pipes 72 are separately connected with the valve chambers 53of the controller element.

Pistons 79 slidably fitted in the cylinders,

their rods, signalwithin the cy,linders are provided to return thepistons to their normal positions, and whistles 8" connected with thecylinders at their end opposite to those at which the pipes 72 areattached, serve to audibly announce the. operation of the respectivereduction units by the exhaust of air during the return movement of thepistons.

Each cylinder isprovided with a longitudinal groove 83 as shown in Fig.13 of the drawings, to provide a passage for the air fron'r'one side ofthe piston to the other when piston has been forced outwardly by-tlieair entering the cylinder through the pipe -72,..it is return e l to itsnormal position carry at the outer ends of expansion? of the ispring 81.

The cylinders are "inciosed in a housing which has a number of windows84 through which the signal blades are exposed when they are moved totheir indicatory positions.

The blades are preferably provided with appropriate inscriptions todesignate the units of the reduction system with. which they areassociated.

M will be understood from the foregoing description that the units olthe pressure rtaluring system are relatively positioned tocorrespondwith the relative positions oi the series of track devices, orin other words'that the successive engagements of the operating mediumwith the series of track devices will jdl flttt consecutive operationsof the corre "s'ponding reduction units. 6

The track devices are pl'tfii t i'lllly placed at uniform distances fromthe semaphore, and the blades-of theindieator 7 7 maybe marked to denote,these distances so that for eX- ample, the operation'of the first unitby the engagement of the wheel on the lever 9 with the first trackdevice, will result in exposing the blade marked 8000 in Fig. 7, therebyinforming the driver of the vehicle that he has past a point 3000 feetaway from a semaphore set at danger. F u

The blade of the signaling device connected with the valve chamber 53 ofthe emergency unit is preferably marked Emergency to distinguish itconspicuously from the others.

if so desired a series of differently colored electric lamps 85 may beconnected in a cir+ cuit'86 with switches, designated at 87 in. Fig. 7,which are closed by contact of the The whistles 82 announce audibly thatthe reduction system has been operated and;

blades 80 or other operative parts of the indicator mechanism.

In addition to the cylinders-7 8 connected with the valve chambers 53 ofthe recording element, a cylinder 88 is provided operative connection ofthe indicator with the automatic speed regulating element hereinafter tobe described,

for the The register hereinbefo re referred to The cylinder is providedwith one or more nuts 93 by means of which it is mountedon a stationaryscrew 94 whereby the rotary movement it receives from the connection ofthe clock mechanism with the gear wheel 92, is translated into asimultaneous longitudinal movement along the screw 94.

A pencil holder 96 movably supported upon a swinging standard 97 on thebottom of the compartment 20, is at its outer end connected with a'ertically movable pushbar 98 which at its lower end carries a Wheel05). The end or the bar projects through an opening in the partition 18between the two compartments of the case for the engage ment of itswheel with the upper. tapering edge ol' tlicsliding bolt 21.

When the bolts 21 and 22 are in their retracted position as shown inFig. 5, the one whose upper edge engages the wheel on the push bar holdsthe latter in a raised position against the action of a spring 100disposed between a shoulder on the bar and one of the bearings [01 inwhich it is slidably slipported. 1

.The pencil holder is in consequence held in a position in which itspencil 102 is separated fromthe surface of the record sheet on thecylinder and the latter runs idly. When,

q however, the bolts are projected to their operative position by meansof a' ey inse ,ed

in the barrel of the lock, the disen age ment of the wheel with theupper ed the bolt, 21 causes the spring 100 to c the bar 98 to movedownwardly the'ieby swinging the holder 96 to the osition in which itspencil engages the sur ace of the record sheet.

The record sheet on the cylinder is divided by circumferential linesinto uniform spaces 103 which are equal to the vertical displacement'ofthe cylinder during each revolution.

The record sheetis furthermore provided with a number of vertical lines104 which divide its circumferential spaces into fractions of an hourdesignated in minutes, and the clockwork is.designed to impart a rotarymovement to the cylinder at the rate;

- of one revolution per hour.

It will thus be seen that the pencil while in contact with the recordsheet-will draw thereon a diagram showing in'hours and fractionsthereof, the precise time of the day during which the operative mediumwas in an effective condition. y

In addition to the devices hereinbefore described, the register includesa device for 'recording'upon thesheet 90 the'polnts of time at which theseries of pressure reduc ing units are actuated by the contact of theoperating medium with the series of track devices, and another device toseparately 'record the time at which the last or emergency unit wasoperated by the engagement of the operating medium with the highesttrack device adjacent the semaphore.

The two auxiliary recording devices desig;

nated in their entirety by the numerals 105 and 106, consist each of ahammer 107 fulcrumed upon a bracket 108 on the casing, as at 109, andconnected by means of a pair of levers 110 and 112 with a sliding ushbar v 113,which at its'outer end has aw eel 114 projecting through aslot in the rear wall of the sliding member of the controller element.

The wheel 114 is held in engagement with the surface 'of the guide-way'8in the body member of the element by means of a sprin 115,'and the saidsurface has in the path 0 1 and 106 elongate'depressions 116 and 117 thewheels on the two recording devices105 which correspond in theirrelative positions with the units of the pressure regulating system andwhich when during upward movement of the sliding member 7 the wheels 111 enter the same, cause the respective ham- ,mers 107 to move abouttheir fulcrums toward the surface of the cylinder 89.

The pencil holder 96 is provlded at opposite sides of its pencil 102with ink-bearmg ribbons 118 of difl'rent colors which are engaged by thehammers of the two recording devices when the wheels of thesame enterthe respective grooves inthe surface of the guide-way, it beingunderstood that the :grooves 116 are positioned so that the engagementof the hammer on the lower recording device 105 with on'eof the ribbonson the pencil holder takes place when the bolt 22. on the operatingmedium has re versed the positions of the valves of the firstthreereduction units 60, 61 and 62 by engagement with the arms 58 ontheir respective shafts, while the upper groove 117 is positioned sovthat a similar engagement of thehammer of the other recording device 106with the other ribbon-on the holder oocurs after the operating mediumhas actuated the emergency unit 63.

By the above described means, the'precise time at which the reductionsof theair pressure in the brake system are efiected, are

thus permanently recorded on the sheet 90. Y Instead of providingribbons ofadifierent colors to markthe impact ofthe hammers" upon therecording surface, the hammers may carry type to impress difi'erentsymbols upon the same.

2 The appliance by which the'supply of motive fluid to the propellingmechanism of the power driven vehicle is discontinued when during theupward movement of the operating medium, the position of the valve 45 isreversed, .is similar in construction to that described in the beforementioned 'ap-- cylinder119 the piston is moved against the 7 pressureof its spring, the loop'on the member'124 ,which in consequence is movedin the direction .of the arrow, first of .all unlocks the throttle leverby engagement with a npivoted arm 126 which by means of a li .127 isconnected with the pawl 128 normally'engaging the teeth of the -se ment129.

By continuing the movement o the member 124'in the same direction, thethrottle lever 1 25 is subsequently moved to the position in which itcloses the throttle valve. The sand box 42 of the engine has as usualone or two pipes 130 for discharging its contents onto the rails of thetrack, and it is connected by meansv of the before mentioned pipe 41with the branch 37 of the channel 35 in the controllerelement.

connects the sand The connection between the pipe 41 and the sand box ismade by means of a branch pipe 131 of the pipe 133 which ordinarily theflow through which is controlled by a valve 132 in the cab of theengine.

When by upward movement of the sliding member of the controller elementthe position of the valve 44 is reversed, the air I of the track.

' which connects with the In addition to the hereinbefore describedsystem of elem ents for the automatic control of the movements of avehicle through the intermediary of devices placed adjacent the trackalong which the vehicle is propelled, an appliance is provided whichautomatically produces a similar effect when the speed of the vehicleexceeds a predetermined and variable limit,

his appliance consists as shown in Fig.

14 of the drawings, of a centrifugal governor 134 which by means of twogears 135 and 136 is operatively connected with a rotary axle 137 of thelocomotive.

The governor is connected with a follower 138 which when by an excess inthe velocity of the part 137 the balls of'the governor are movedcentrifugally outwardly, engages spring controlled valves139 and 140 inpipes 141 and 142, one of which connects with the before-mentioned pipe48 of the air-brake system and the other one of which connects thereservoir 40 with the cylinder 119 of the throttle closing appliance andwith the pipe 131 between the controller element and sand box.

A pipe 143 leads from the pipe 141 to the cylinder 88 of the indicator77 hereinbefore referred to, the blade on the piston of the cylinderbeing preferablymarked Excess as shown in Fig. 7 of the drawings.

Themovements of the follower 138 are restricted by means of a pair ofsprings 144 which at one of their ends are connected to the follower andat their opposite ends to a plate 145 which is adjustablymounted upon astationary part 146 of the vehicle.

The latter is to this end provided with a screw 147- upon which theplate 145 is loosely supported between two nuts 148 and 149.

By adjustment of these nuts the tension of the springs 144 may beincreased or decreased in accordance with the angular velocity of theshaft 137 at which it is desired to open the valves 139 and 140.

Check valves 150 in the pipes 41 and H2 at opposite sides of the branchpipe 131 sand box 42 are provided to prevent the flow of air past thebranch pipe in either direction when air is admitted into th pipe 41past the valve 44 box with the reservoir and the s on thecontrollerelclnent or past the valve pliance. I

From the foregoing description the oper- 140 if the automatic speedlimiting apation of my invention will be readily understood.

Each series of track devices connected with the semaphore are positionedforward of the same with relation to the redetermined direction in whichthe vehic e is propelled along the track, in consecutive order and atsubstantially uniform distances apart. I lVhen the semaphore is adjustedto its danger indicating position, the track devices are at the sametime rendered effective for the operation of the elements of theautomatic movement controlling mechanism carried on the vehicle.

The apexes of therails on the series of track devices are disposed atprogressivelyfrom the device farincreasing elevations thest away fromthe semaphore to that most I adjacent thereto.

The differences in the elevations of the" apexes of the rails areproportionate to the distances between the rotary shaftsofthe units ofthe pressure reducing system on the controller element, so that whenthe'wheel on the operating medium rides successively to the apexes ofthe rails on the track devices, the medium will 'in consecutive orderactuate the units and thereby efl'ecta gradual reduction of theairpressure in the brake system of the engine thereto.

The actuation of the emergency unit which exhausts the air from thebrake system to a degree sufficient to firmly 'set the. brakes, isresorted to only and in the ordinary operation of the sys tem theengineer after having been warned by means of the indicator, of theapproach of the engine toward a semaphore set at and the train attachedin case of extreme danger,

danger, knows that a reduction in the air pressure of the brake systemhas already been automatically effected, and if at all capable he willbc able to control the further movements of the locomotive so as toavoid disobedience of the track rules and conse' .quent accidentswithout further aid of the automatic movement controlling system.

It will be seen, however, that in any case.

even when the brakes are set by the operation of the automatic brakesystem, the pressure of air in the brake systemis reduced gradually andthat by virtue oflthis feature in the operating,

by sudden stoppage, and accidents likely to damage to the rolling stockoccur by the same cause, are effectively averted.

The operating medium composed ofthe sliding member of the controllerelement and the spring-held lever, maybe rendered effective orineffective at the will of the driver of the engine or an official ofthe f case on the sliding member of the controlling element, which afterthe clock mechanism has been wound, is locked. b an official of therailroad. The driver o the vehicle is ;thus compelled to maintain theoperating medium in an effective condition in accordance withinstructions, and in case of failure to stop at a danger indicatingsignal, cannot lay the blame on the automatic movement controllingmechanism, inasmuch as the record sheet ofthe registering device willindicate the precise periods during which the said mechanism was inoperative condition.

When the wheel on the lever of the operating medium actingintermittently of the track devices and the controller element, rides tothe apex of the rail .on the first trackdevice in the series encounteredby the vehicle as it approaches a semaphore set at danger, it actuatesthe first unit of the pressure reducing system on the said element andthereby reduces the air pressure in the brake systern to, a degree ofdensity determined by the pressure exerted by the spring of the nit.Upon engagement ofthe wheel on the operating medium with the rail of thesecond track device in the series, the air ressurev is still furtherreduced and in this manner the air pressure is gradually lowered and thespeed of the vehicle proportionately reduced. Upon contact of the wheelwith the last ofthe series of track devices, nearest the semaphore, theemergency unit is actuated when the locomotive is brought to anemergency stop. v

Before the emergency unit is operated by the upward movement of thesliding member of the controller element, the cylinderof the throttleclosing appliance and the sand boxhave been automatically placed incommua nication with the air-reservoir by movement of the valves 44 and45 and the supply of motive fluid to the propelling mechanism of theengine is in consequence. discontinued while sand is applied to therails to prevent the wheels from sliding.

In'this connection I desire it understood that while the valves 44 and45 have been shown in thedrawi'ngs as being positioned in alinement withthe first and second units of 'the pressure reducing system, they may belocated at any other point including a point at which the actuation ofthe emergency unit is accomplished.

The engineer can at any time after one or more of thepressure reducingunits have been actuated, return the parts to their normal position bymanipulation; of the rod 7 6 which connects with the slides 'on thecontroller element, but to Lrestore the emergency unit to its normalcondition after the vehicle has been brought to a stop, he is compelledto leave the vehicle.

The difierent actions taking place in the Y controller element as wellasthe distances from the semaphore at which they occurred, arecommunicated to the driver by the indi cator, the whistles connectedwith the cylinof a locomotive with the conditions in the operation ofthe automatic system.

The governor after having been adjusted to the maximum speed at which itis desired to run the vehicle, automatically effects a gradualreductionof the air pressure in the 35 air brake system and at the same time dis-..continues the supply of motive'fluid to the propelling mechanism ofthe vehicle and causes a discharge of sand onto the rails by placing thesand box and the cylinder of the throttle closing appliance incommunication with the-reservoir.

vAfterthe speed of the vehicle has been reduced to the predeterminedlimit, the governor by releasing the valves 139' and 140' causes them toclose by the action of their respective springs and thereby releases thebrakes and discontinues the discharge of sand onto the rails.

' It will be understood that if it is desired to operate theautomatic'movement control- 1 ling system during backward movement ofdegrees, and a medium carried on the ve-- hicle for the successiveoperation of said units, by contact with acseries of devices placed inits path at distances apart which relatively are in ratio to the spacesbetween the said units. p

2. In a system of the character described, the combination with anair-brake system of a power-driven vehicle, of a controller element onthe vehicle, for the gradual reduction of the normal air-pressure in theair- -brake system, comprising a series of units the combination with anair-brake system of a power-driven vehicle, of a controllerelement onthe vehicle, for the gradual reduction of the normal alr-pressure 1n theair-brake system, comprising a series of' units each adapted to operatefor effecting a discharge of air from the air-brake system until itspressure reduced to a predetermined degree, the said element havingoutlets for, the separate discharge of air from the air-brake system inthe operation of each of said'units, a medium carried on the vehicle,for the successive operation of said units by contact With devicesplaced in its path, and an indicator for denoting the operation of theelement at a point remote therefrom, including a series of indicatorydevices adapted to operate by air pressure and connected respectivelywith the-said outlets.

4. In a system of the character described, the combination With anair-brake system of a power-driven vehicle, of a controller element onthe vehicle, for the gradual reduction of the normal air-pressure in theair-brake system, comprising a series of units each adapted to operatefor effecting a discharge of air from the air-brake system until itspressure is reduced to a predetermined degree, the said element havingoutlets for the separate discharge of air from the air-brake system intheoperation of each of said units, a medium carried on the vehicle, forthe successive operation of said units by contact with devices placed inits path, and an indicator for denoting the operation of the element ata point remote therefrom, including a series of audible sig-' nalingdevices connected respectively With the said outlets and adapted to besounded by an air-current passing through them.

5. In a system of the character described, the comhinntiol'l with anair-brake system of a power-driven vehicle, of a controller element onthe vehicle for the gradual reduction of the normal air-pressure in theair brake system, including a passage in conned tion with the air-brakesystem, ducts for the discharge of air from said passage at di-li'crcntpoints thereof. a series of reduction units controlling the How of airthrough said ducts, each including a valve which normally closes therespective duct and a sccond valve capable of closing the same ductafter it has been opened by operation of the other valve, by anoverbalancc of pressure due to a decrease in air-pressure in thepassage, and a medium carried on the vehicle for the successiveoperation of the firstmentioned valves of the series of units, bycontact with devices placed in its path.

(3. In a system of the character described, the combination with anair-brake system of a power-driven vehicle, of a controller element onthe vehicle, for the gradual reduction of the normal air-pressure in theair-brake stem, including apassage in connection with the air-brakesystem, ducts for the discharge of air from said passage at difiierentpoints thereof, aseries of reduction units controlling the flow of airthrough said ducts, each including a valve Which nor- I mally closes therespective duct, a second valve capable of closing the same duct afterit has been opened by operation of the other valve, by an ovcrbalance ofpressure due to a decrease in air pressure in the passage, and means forregulating the operating pressure on the second valve, and a mediumcarried on the vehicle, for the successive operation of thefirst-mentioned valves of the series of units, by contact with devicesplaced in its path.

7. In a system of the character described, the combination with anair-brake system of a power-driven vehicle, of a controllerelementincluding a duct for the discharge with the second valve, exposed to thepressure of air in the air-brake system at one side and subjected to adifferent pressure at its opposite side, whereby it is moved to closethe duct by means of the second valve when the pressure in the air-brakesystem is reduced to a predetermined degree, and a med um for operatingthe first-mentioned valve.

8. In a system of the character described,

the combination with an air-bral e system of a power-driven vehicle, ofacontroller element including a duct for the discharge of air from theair-brake system, and a pis ton chamber i n'connection with said duct, avalve normally closing said duct, a second valve adapted to close theduct after it has been opened by operation of the other valve, a pistonin the piston chamber, in connection with the second valve. exposed tothe pressure oi air in the air-brake system at one side and subjected toa different pressure at its opposite side, whereby it is moved to closethe duct by means of the second valve when the pressure in the air-brakesystem is reduced to a predetermined degree, means for regulating theoperative pressure on the piston, anda medium for operating thefirst-mentioned valve. 9. In a system of the character described, thecombination with an air-brake system of a power-driven vehicle, of acontroller element including a duct for the discharge of air from theair-brake system, and a piston chamber in connection with said duct, avalve normally closing said duct, a second valve adapted to close theduct after it has been opened by operation of the other valve, a pistonin the piston chamber, in connection with the second valve, exposed tothe pressure of air in the air brake-system at one side, a springbearing upon the opposite side of the piston for moving it to close theduct by means of the second valve When the pressure in the air-brakesystem is reduced to a predetermined degree, and a medium for operatingthe first-mentioned valve. 10. In a system of the character described,the combination with an air-brake system of'a powendriven vehicle, of acontroller element including a duct for the discharge of air from theair-brake system, and a piston chamber in connection with said duct, avalve normally closing said duct, a second valve adapted to close theduct after it 'has been opened by operation of the. other vaLve, apiston in the piston chamber, in connection with the second valve,exposed to the pressure of air in the air brake-system at one side, aspring bearing upon the opposite side of the piston for moving it toclose the duct by means of the second valve when the pressure in theair-brake system is reduced to a predetermined degree, means forregulating the pressure exerted by the spring, and a medium foroperating the first-mentioned valve.

11. In a system of the character described,

the combination with an air-brake system of a power driven vehicle of acontroller element for the gradual reduction of air pressure in thebrake system, including a series of successive reduction units eachincluding a valve capable of operation to effect an escape of air fromthe air-brake system, and

a second valve capable of operation by an overbalancing pressure todiscontinue the said escape when the pressure of air in the brake systemhas been reduced to a predetermined degree, the operative pressures onthe second valves in the series of successive units decreasingprogressively, and a medium on the vehicle, for successively operatingthe first mentioned valves of the series of units.

12. In a system of the character described,

' the combination. with an air-brake system of a motor driven vehicle,an appliance for discontinuing the supply ol motive fluid to I thepropelling mechanism of the vehicle and a sand-box on the vehicle, of asource of;

fiuid'supply, a controller-element including a-connection between saidsource and said appliance, a connection between the source and thesand-box, meangfor effecting a reduction in the air-pressure in thebrake-system, and automatic valves normally closing said connections, amedium for operating said means and opening said valves, by con tactwith an element placed in its path, a governor connected to be drivenfrom a rotary part of the vehicle, a secondary valveconnected in thebrake system for the escape of a1r therefrom, secondary connectionsbetween said source, said appliance and thesand box, a secondary valvein saidsecondary connections, and a contrivance actuated by the governorwhen the velocity of the. said rotary part of the vehicle exceeds apredetermlned limit, for-opening said secondary valves.

13. In a system of the character described, the combination with anair-brake system of a motor-driven vehicle, an appliance fordiscontinuing the supply of motive fluid to the propelling mechanism ofthe vehicle, a

source of fluid-supply, a controller element including a connectionbetween said'sour'ce and said appliance, means for effecting a reductionin the air-pressure'in the brake-system, and a valve normally closlngsaid connection, a medium for operatingsaid means and opening said'valveby contact with an element placed in its path, a governor connected tobe driven from a rotary part of the vehicle, a secondary valve connectedin thebrake-system for the escape of air therefrom, a secondaryconnection between the source and the appliance, a secondary valve inthe said secondary connection, and a contrivance actuated by thegovernor when the velocity of the said rotary part of the vehicleexceeds a predetermined limit, .for

opening said secondary valves.

14. In a system of the character described,

means for automatically effecting an operatlon of said mechanism toreduce the speed of the vehicle, and. an operating medium carried on thevehicle for the actuation of said means for automatically cllccting anoperation of said mechanism to r'educethe speed .the combination withmovement-colltrolling... 'mechamsm of' a power-driven vehicle, of

of the vehicle, a. slotted arm fixed on the slot of said arm, a memberon the lever ad- I jacent its last-mentioned end for contact with saidelement, and a reciprocating membar connected with the lever at anintermediate point, for engagement with said means.

16. In a system of the character described, the combination Withmovement-controlling mechanism of a power-driven vehicle, of means forautomatically effecting an operation ofsaid mechanism to reduce thespeed of the vehicle, and an operating medium carried on the vehicle forthe actuation of said means by contact with an element placed in itspath, including an operative member, a projectable bolt on said'memberto operatively engage a part of said means extending in its path, andadevice for the projection and retraction of said bolt.

17. In asystem of the character described, the combination withmovement-controlling mechanism a of a power-driven vehicle, of means forautomatically effecting an operation of said mechanism to reduce thespeed of the vehicle, and an operating medium carried on the vehiclefor'the actuation of said means by contact vvith an element placed inits path, including an operative member, a projectable bolt on saidmember 'to operatively engage a. part of sald'means extending in itspath, and'a key-controlled device for the projection and retraction ofsaid bolt. 1

418. In a system of the character described, the combination withmovement-controlling mechanism of a power-driven vehicle, of means forautomatically effecting an opera tion of said mechanism to reduce thespeedof thevehicle, and an operating medium carried on the vehicle forthe actuation of said means by contact with an element placed in itspath, including an operative member, a projectable bolt on said member,

to operatively engage a part of said means extending in its path, and akey-controlled mechamsm for the pro ection and retraction of said bolt,including means for looking it in its adjusted positions.

19. In a system of the character described, the combination withmovcmentcout1'olling mechanism of a power-driven vehicle, of m mns forautomatically effecting an operation of said mechanism. to reduce the,speed of, the vehicle, and an operating medium arried on the vehicle forthe actuation of said -r neans by contact with an element placed in itspath, including an operative member, a plurality of projcctable bolts onsaid member to operatively engage parts of said means extending in theirpaths, and a device for the simultaneous projection and retraction ofsaid bolts.

20. In a system of the character described, the combination withmovement-controlling mechanism of a power-driven vehicle, of means forautomatically effecting an operation of said mechanism to reduce thespeed of the vehicle, and an operating medium carried on the vehicle forthe actuation of said means by contact with an element placed in itspath, including an operative member, a plurality of projectable bolts onsaid member to operatively engage parts of said means extending in theirpaths, and a key-controlled device for'the simultaneous projection andretraction of said bolts.

21. In a system of the character described, the combination Withmovement-controlling mechanism of a power-driven vehicle, of means forautomatically effecting an operation of said mechanism to reduce, thespeed of the vehicle, and an operating medium carried on the vehicle torthe actuation of said means by contact with an element placed in itspath, including an operative member having a working part capable ofbeing placed in effective and ineflectiveconditions, and key-controlledmechanism for placing said part in either condition.

22. In a. system of the character described,

the combination with movement-controlling mechanism of a power-drivenvehicle, of means for automatically effecting an opera: tion of saidmechanism to reduce the speed of the vehicle, and an operating mediumcarried on the vehicle for the actuation of said means by contact withan element placed in its path, including an operative member having aworking part capable of being placed in effective andinefiectiveconditions, and key-controlled mechanism for placing andlocking said part in either condition.

23. In a' system of the character described, the combinationwithmovement-controlling mechanism of a power driven vehicle, of? means foreffecting an operation of said mechanism to reduce the speed of thevehicle, including a rotatable device having laterally projecting arms,a medium on the vehicle for the operation of said means by contact Withan element placed in its path,

including an operating memberhavmg a pro ection for-engagement wlth oneof said arms to operate the said device, and means for returning thedevice to its original posiof devices which cooperate to effect anoperation of said mechanism to reduce the speed of the vehicle, a mediumcarried on the vehicle for the operation of said devices by contact withan element placed in its path,

the combination with an air-brake system of a power-driven vehicle, of aplurality of valve-units separately connected therein and adapted torespectively reduce the air-pressure in the system to differentpredetermined degrees by the escape of air therefrom, a

medium carried on the vehicle to succes sively operate said units bycontact with' elements placed in its path, and an indicator-elementconnected with said units and capable of different distinctive actionsthe escape ofair in the operation of the same, whereby to separatelyindicate the operation of each unit at a point remote therefrom.

26, In a system of the character described, the combination with anair-brake system of a power-driven.vehicle, of apparatus adaptcd toproduce a gradual reduction of airpressure therein by a series ofintermittent actions which effect an escape of air from the system todiiferimt predetermined degrees, and an indicator-element connected withsaid pressure-reducing apparatus and capable 'of dilferent distinctiveactions by the escape, of air in the operation of the same, whereby toseparately indicate the actions of the pressure-reduciug apparatus at apoint remote therefrom.

27. In a system of the character described, the combination with anair-brake system of a, power-driven vehicle, of a plurality ofvalve-units separately connected therein and adapted to respectivelyreduce the air-pressure in the system, to different predetermineddegrees by the escape of air therefrom, and a medium carried on thevehicle for the successive operation of said units by contact with anumber of devices placed correspondingly in'its path. 1

28. In a system of the character described, the combination withmovement-controlling mechanism of a power-driven vehicle, of a mediumadjustable to operative and inoperativc positions, and adapted for theautomatic regulation of said mechanism, and regist ring mechanism incooperative connection-with said medium and adapted to record thelengths of periods during which member to operatively engage a part ofsaidmechanism, and means for the-projection and retraction of said bolt,and in cooperative connection with said bolt, and adapted to record theperiods during which it is in its projecting position.

30. In 'a system of the character described, the combination withmovement-controlling a register mechanism of a power-driven vehicle, ofa medium adapted for the automatic regulation of said mechanism,including a. reciproeating member, a projectable bolt on said member tooperatively engage apart of said mechanism, and means for the projectionand retraction of said bolt, and a register in cooperative connectionwith said bolt, and adapted to record the periods during which it is inits including and a device for recordin on sai surface, which isseparated from t 0 recording surface when the bolt is in its tion andwhich is adapted to be moved into engagement with said surface bymovement of the bolt to its projecting position.

31. In a system of the character 'described, the combination with anair-brake system of a power-driven vehicle, of a plurality ofvalve-units separately connected therein and adapted to respectivelyreduce the air-pressure in the system, to different predetermineddegrees by the escape of air therefrom, an indicator adapted" toseparately indicate the operations of said units 1 0 pro ectlngposition,said register a rotary record-receivm surface retracted pom-- at a pointremote therefrom, means for,

transmitting the operative movements of said units to said indicator,and a, medium, carried on the vehlcle to successively operate said unitsby contact with an element placed in its path. I

32. In a system of the character described, the combination with anair-brake system of. a power-driven vehicle, of a Pinrality ofvalve-units separately connected therein and adapted to respectivelyreduce the air-pressure in the system, to different predetermineddegrees, by the escape of air therefrom, an indicator adapted toseparately indicate the operationsof said units at a point remotetherefrom, by fluid pressure, conduits for admitting air escaping fromthe brake system by operation of said units, to said indicator, and amedium carried on the vehicle to successively operate said unitsby'contact with an element placed in its path.

33. In a system of the character described, the combination with anair-brake system of a power-driven vehicle, of a plurality ofvalve-units separately connected therein and adapted to respectivelyreduce the air-pressure in the system to different predetermineddegrees, therefrom, an operating medium on the vehicle for thesuccessive operation'of said system of a poWer-driven'vehicle, of anapsystem of a pliance adapted to gradually reduce the airpressure in thesystem by a succession of intermittent operations, a source of fiuidpressure separate from the air-brake system, fluid-impelled means fordiscontinuing the supply of motive fluid to the propelling mechanism ofthe vehicle, in connection With said source, a valve in said connection,and an operating medium adapted for the operation of said appliance togradually reduce the pressure in the air-brake system, and for theadjustment of said valve to an open position, in an early part of saidpressurereducing operation of the appliance In a system of thecharacter. described, the combination With an air-brake power-drivenvehicle, pliance adapted to gradually reduce the airpressure in thesystem by a succession of intermittent operations, a source offluid-pressure separate from the air-brake system,

by the escape of airof an apfluid-impelled means for discontinuing thesupply of motive-fiuid to the propelling mechanism of the vehicle, inconnection with said source, a sand-box on the vehicle, in connectionWith said source, valves controlling said connections, and an operatingmedium adapted for the operation of said appliance to gradually reducethe pressure in the air-brake system, and for opening said valves in anearly part of said pressure-reducing operation of the appliance, toconnect said source of motive-fluid supply with the sand-box and Withsaid fluid-impelled means.

36. In a system of -the character described, the combination With anair-brake system of a power-driven Vehicle, of an appliance adapted togradually reduce the airpressure in the system by a succession ofintermittent operations, fluid-impelled means for discontinuing thesupply of motive-fluid to the propelling mechanism of the vehicle, avalve controlling the supply of motive fluid to said fluid impelledmeans, and an operating medium adapted for the operation of saidappliance to gradually reduce the pressure in the air-brake system, andfor the adjustment of said valve to an open position, in an early partof said operation of the appliance.

In testimony'whereof I have aflixed my signature in presence of twowitnesses.

JAMES OULTON.

Witnesses:

G. J. ROLLANDET, F. H. CUNO.

pressure-reducing

